US5630396A - Apparatus for generating control signal for controlling operation of internal combustion engine - Google Patents

Apparatus for generating control signal for controlling operation of internal combustion engine Download PDF

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US5630396A
US5630396A US08/598,014 US59801496A US5630396A US 5630396 A US5630396 A US 5630396A US 59801496 A US59801496 A US 59801496A US 5630396 A US5630396 A US 5630396A
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signal
cylinder
identifying
control
series
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Wataru Fukui
Yasukazu Koezuka
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals

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  • the present invention relates to a control apparatus for generating control signals for controlling operation of an internal combustion engine by effecting a timing control on the basis of identified reference positions corresponding to individual engine cylinders, respectively. More particularly, the present invention is concerned with a control apparatus for an internal combustion engine which can rapidly perform the cylinder identification to be reflected onto the timing control with a simplified structure while deriving a reference position signal relating to a crank shaft with high reliability to thereby ensure an enhanced accuracy for the timing control and which apparatus is capable of executing a backup control even in the case where the angular position signal indicating angular position of the crank shaft can not be obtained (i.e., even when a failure occurs in a first signal series mentioned hereinafter).
  • a control system for an internal combustion engine (hereinafter also referred to simply as the engine) there are employed a reference position signal and a cylinder identifying signal generated in synchronism with rotation of the engine for the purpose of controlling such parameters as the ignition timing, amount or quantity of fuel to be injected (hereinafter also referred to as the fuel injection quantity) and others.
  • the signal generator for generating these signals is mounted on a cam shaft of the engine and structured such that one-to-one correspondence to the engine cylinders can be established for thereby detecting indirectly rotation or angular positions of a crank shaft.
  • FIG. 8 is a perspective view showing a mechanical assembly of a rotation signal generator employed in a hitherto known engine control system
  • FIG. 9 is a circuit diagram showing an electric signal processing circuit provided in association with the assembly shown in FIG. 8.
  • JP-A-6-68252 Japanese Unexamined Patent Application Publication No. 68252/1994
  • a cam shaft 1 is rotated at a speed equal to a half of the rotation speed (rpm) of a crank shaft (not shown) so that the control timings for all the six cylinders can fall within a single rotation of the cam shaft 1.
  • a rotating disk 2 fixedly secured to the cam shaft 1 so as to corotate therewith is formed with a series of radial slits 3a in an outer peripheral portion of the rotating disk 2 with equal angular distance therebetween for generating an angular position signal POS composed of a series of pulses generated at every predetermined angle in the course of rotation of the rotating disk 2.
  • the rotating disk 2 is formed with a number of windows 3b (six windows in this case) for generating reference position signals REF in one-to-one correspondence to the engine cylinders, respectively.
  • a light emission diode (LED) 4a is disposed fixedly at a position facing a circular array of the slits 3a, while a light emission diode (LED) 4b is fixedly disposed at a position facing a circular array of the windows 3b.
  • photodiodes 5a and 5b are fixedly disposed in opposition to the light emission diodes 4a and 4b, respectively, with the rotating disk 2 being interposed therebetween, wherein the light emission diode 4a and photodiode 5a cooperate to constitute a first photocoupler while the light emission diode 4b and the photodiode 5b constituting a second photocoupler.
  • amplifier circuits 6a and 6b are connected to output terminals of the photodiodes 5a and 5b, respectively, while connected to the output terminals of the amplifier circuits 6a and 6b are output transistors 7a and 7b, respectively.
  • the rotating disk 2 the photocouplers 4a; 5a and 4b; 5b, the amplifier circuits 6a and 6b and the output transistors 7a and 7b constitute a rotation signal generator 8 for generating the angular position signal POS and the reference position signal REF.
  • FIG. 10 is a block diagram showing an engine control system known heretofore.
  • the angular position signal POS and the reference position signal REF outputted from the rotation signal generator 8 are supplied to a microcomputer 10 by way of an interface circuit 9 to be arithmetically processed for controlling the ignition timing, the fuel injection quantity and others.
  • FIG. 11 is a waveform diagram for illustrating the angular position signal POS and the reference position signal REF outputted from the rotation signal generator 8.
  • the angular position signal POS is comprised of a series of pulses generated in correspondence to the slits 3a, respectively, formed in the rotating disk 2, wherein each of the pulses of the angular position signal POS is generated, for example, at every crank angle of 1°.
  • the angular position signal POS can be used for determining or measuring the angular position of the crank shaft.
  • the reference position signal REF has a pulse sequence repeated upon every rotation of the crank shaft for a crank angle of 720°.
  • the pulse sequence of the reference position signal REF includes six pulses each rising up at a predetermined crank angle in correspondence to each of the engine cylinders, wherein the six pulses have respective pulse widths which differ from one to another engine cylinder so that they can be used as the cylinder identifying signals, respectively.
  • the pulses of the reference position signal REF having the different pulse widths or durations can be generated, for example, by changing correspondingly the circumferential length of the windows 3b, respectively.
  • the conventional engine control system implemented in such structure as described above by reference to FIGS. 8 to 10 can discriminatively identify the individual engine cylinders and the reference positions (reference crank angles) on the basis of the angular position signal POS and the reference position signal REF for effectuating optimal control of the ignition timing, the fuel injection quantity and others in dependence on the engine operation states.
  • the cam shaft 1 is driven from the crank shaft (not shown) by way of a transmission mechanism such as a transmission belt/pulley mechanism (not shown either), there may arise a phase difference in rotation between the cam shaft 1 and the crank shaft, although it depends on the engine operation state.
  • the angular positions indicated by the angular position signal POS and the reference position signal REF generated by the rotation signal generator 8 may undesirably be deviated or offset from the actual crank angle. Accordingly, when the engine operation control is performed on the basis of the signals suffering the phase deviation, the control of the ignition timing and other will naturally be accompanied with corresponding deviation or error, making it difficult or impossible to obtain the engine operation performance as intended.
  • the engine control system disclosed in the above publication suffers shortcomings in that the sensor as well as peripheral devices thereof provided in association with the crank shaft for generating the angular position signal POS and the reference position signal REF is much complicated and expensive and that a great difficulty is encountered in realizing a backup control in the case where either one of the angular position signal POS or the reference position signal REF becomes unavailable due to occurrence of abnormality or fault in the sensors provided in association with the crank shaft, incurring possibly shutdown of the engine operation.
  • the engine control system known heretofore suffers a problem that the detection accuracy of the angular position signal POS and the reference position signal REF is impaired when the rotation signal generator 8 is provided in association with the cam shaft 1 because of possibility of the phase difference in rotation between the rotation signal generator 8 and the crank shaft, as a result of which deviation or error is involved in the control of the ignition timing and other, presenting a great obstacle in realizing the performance as intended.
  • Another object of the present invention is to provide an engine control system or apparatus which can allow the reference position signal REF to be acquired with high reliability in association with the crank shaft to thereby enhance the accuracy of the timing control involved in the control of engine operation.
  • a further object of the present invention is to provide an engine control system or apparatus which is capable of performing a backup control even in the case where the angular position signal is not available (e.g. due to occurrence of error or unavailability of a first signal series mentioned hereinafter).
  • an apparatus for generating a control signal for controlling operation of an internal combustion engine which apparatus includes a first signal detector for generating a first signal series relating to rotation of a crank shaft of the internal combustion engine, a second signal detector for generating a second signal series relating to rotation of a cam shaft driven with a speed reduction ratio of "1/2" relative to the crank shaft, and a control means for controlling at least one parameter involved in operation of the internal combustion engine on the basis of at least one of the first and second signal series.
  • the first signal series includes an angular position signal generated at every first predetermined angular position in synchronism with the rotation of the crank shaft and a reference position signal generated at every second predetermined angular position corresponding to a reference position of each of the engine cylinders.
  • the second signal series contains a cylinder identifying signal, wherein a pulse form of the cylinder identifying signal at least for a given one of the engine cylinders differs from those for the other engine cylinders and wherein a pulse form of the cylinder identifying signal for a group of the engine cylinders which can simultaneously be controlled differs from the other engine cylinder group.
  • the control means which may be constituted by a microcomputer includes a reference position signal detecting means for detecting the reference position signal on the basis of the first signal series, a cylinder group identifying means for identifying the cylinder group on the basis of at least the second signal series, a cylinder identifying means for discriminatively identifying each of the engine cylinders on the basis of at least the second signal series, a control timing arithmetic means for arithmetically determining control timings for controlling the parameter or parameters on the basis of the results of the cylinder identification performed by the cylinder identifying means and the second signal series, and an abnormality decision means for generating and outputting an abnormality decision signal to the cylinder identifying means and the control timing arithmetic means upon detection of a failure in the first signal series.
  • the first detector for detecting the first signal series containing the reference position signal and the angular position signal in association with the crank shaft it is possible to enhance the accuracy of timings for controlling the operation of the internal combustion engine. Furthermore, by providing the second detector for detecting the second signal series in association with the cam shaft, the cylinder identification can easily and reliably be realized. Besides, by combination of the cylinder identifying signal, the reference position signal and the angular position signal, the cylinder identification which is to be reflected onto the timing control of the internal combustion engine can be carried out rapidly. Moreover, with the aid of the cylinder identifying signals corresponding to the individual cylinders, the internal combustion engine performance can be ensured at least to a necessary minimum even in the case where the first signal series is unavailable.
  • the cylinder identifying signal of the second signal series for identifying the given one cylinder group may be formed by pulses having a phase overlapping that of the reference position signal.
  • the cylinder group identifying means may identify the cylinder group on the basis of a signal level of the second signal series at a time point at which the reference position signal is detected.
  • the cylinder group Owing to the arrangement in which the phase of the cylinder identifying signal (second signal series) is overlapped to that of the reference position signal, the cylinder group can rapidly be identified on the basis of the cylinder identification signal level upon detection of the reference position signal.
  • control timing arithmetic means may be so arranged as to arithmetically determine the control timings for the parameter or parameters by counting pulses of the angular position signal.
  • control timing can arithmetically be determined with high accuracy by counting the angular position signal pulses.
  • the reference position signal may be formed by a signal which corresponds to a low level interval of the first signal series during which the angular position signal is not generated continuously.
  • a terminal end of the low level interval or the reference position signal may be so selected as to correspond to the reference position of each of the engine cylinders.
  • the reference position signal can be obtained with high accuracy notwithstanding of simplified hardware structure.
  • the reference position signal may be formed by pulses which are inserted in the angular position signal and which have a signal level differing from that of the pulses forming the angular position signal.
  • the cylinder identifying signal may contain a pulse for identifying the given one cylinder, the pulse having a pulse width differing from those of the other pulses for identifying the other engine cylinders.
  • the engine cylinder identification can easily be accomplished.
  • the cylinder identifying signal may contain an additional pulse generated within a predetermined angle relative to the cylinder identifying signal pulse for identifying the given one engine cylinder.
  • the cylinder identification can be carried out easily and rapidly.
  • the cylinder identifying means may be so implemented as to measure a time interval during which the cylinder identifying signal is generated on the basis of a count value of the angular position signal, to thereby identify discriminatively the individual engine cylinders from one another on the basis of the results of the measurement.
  • the cylinder identification can be realized with high reliability.
  • the cylinder identifying means may be so arranged as to identify the individual engine cylinders on the basis of ratios of time intervals during which the cylinder identifying signals are generated, respectively.
  • the cylinder identification can be realized with high accuracy even when the first signal series can not be obtained, whereby the backup control can be realized with high accuracy and reliability.
  • FIG. 1 is a functional block diagram showing schematically a general arrangement of an engine control apparatus according to a first embodiment of the invention
  • FIG. 2 is a view showing schematically structures of first and second signal detectors employed in the engine control apparatus according to the first embodiment of the invention
  • FIG. 3 is a fragmental perspective view showing exaggeratedly the first signal detector shown in FIG. 2;
  • FIG. 4 is a waveform diagram for illustrating, by way of an example, the first and second signal series generated in the engine control apparatus according to the first embodiment of the present invention
  • FIG. 5 is a waveform diagram for illustrating operation of an engine control apparatus according to a second embodiment of the invention.
  • FIG. 6 is a waveform diagram for illustrating operation of an engine control apparatus according to a third embodiment of the invention.
  • FIG. 7 is a waveform diagram for illustrating operation of an engine control apparatus according to a fourth embodiment of the invention.
  • FIG. 8 is a perspective view showing a mechanical assembly of a rotation signal generator employed in a hitherto known engine control apparatus
  • FIG. 9 is a circuit diagram showing an electric signal processing circuit of the rotation signal generator employed in the hitherto known engine control apparatus.
  • FIG. 10 is a block diagram showing a structure of the engine control apparatus known heretofore.
  • FIG. 11 is a waveform diagram for illustrating operation of the hitherto known engine control apparatus.
  • FIG. 1 is a functional block diagram showing schematically a general arrangement of the engine control system or apparatus according to the first embodiment of the invention
  • FIG. 2 is a view showing schematically structures of signal detectors employed in the engine control system shown in FIG. 1
  • FIG. 3 is a fragmental perspective view showing exaggeratedly a first signal detector
  • FIG. 4 is a waveform diagram for illustrating, by way of an example, first and second signal series generated in the engine control apparatus according to the first embodiment of the invention.
  • a cam shaft 1 is rotated in synchronism with a crank shaft 11 of an internal combustion engine by way of a transmission mechanism such as a belt drive mechanism or the like with a speed reduction ratio of "1/2" relative to the crank shaft 11.
  • a first signal detector generally denoted by 81 is designed to output a first signal series POSR which is associated with the rotation of the crank shaft 11. More particularly, the first signal detector 81 is comprised of a rotating disk 12 mounted integrally on the crank shaft 11 for corotarion therewith, a plurality of projections (or teeth) 81a formed in the rotating disk 12 around an outer peripheral edge thereof with a predetermined angular distance or pitch (e.g. for every crank angle within a range of 1° to 10°) and a sensor 81b which may be constituted by an electromagnetic pickup device, Hall element, magnetoresistance type sensor device or the like. In the case of the structure shown in FIGS. 2 and 3, it is assumed, only by way of an example, that the sensor 81b is constituted by an electromagnetic pickup device.
  • the first signal series POSR includes angular position signal pulses generated by the sensor 81b at every first predetermined angular position of the crank shaft 11 in synchronism with the rotation thereof and reference position signals generated at every second predetermined angle (e.g. at every crank angle of 180°) which corresponds to the reference position of each cylinder of the internal combustion engine.
  • the angular position signal includes a series of pulses which are generated in correspondence to the individual projections 81a which are formed in succession around the outer peripheral edge of the rotating disk 12, wherein there are provided in the circumferential row of the projections 81a a predetermined number of non-toothed portions or segments 80 in which the projections or teeth 81a are absent over predetermined angular ranges each of ten to several ten degrees in terms of crank angle and in which the pulses of the angular position signal are not generated.
  • the terminal end of the non-toothed portion or segment 80 corresponds to the reference position of each of the engine cylinders.
  • a second signal detector 82 for generating a second signal series SGC, wherein the second signal detector 82 is constituted by a rotating disk 2 mounted integrally on the cam shaft 1 for corotation therewith, a predetermined number of projections or teeth 82a formed in the rotating disk 2 around the outer peripheral edge in one-to-one correspondence to the engine cylinders, respectively, and a sensor 82b which may be constituted by an electromagnetic pickup device.
  • the number of the projections 82a is equal to four (refer to FIG. 2).
  • the second signal series SGC is composed of cylinder identifying signal pulses which are generated in correspondence to the individual engine cylinders, respectively.
  • the second signal series SGC overlaps the reference position signal contained in the first signal series POSR in respect to the phase and assumes a high or "H" level at the reference position ⁇ R (refer to FIG. 4, PW1 and PW4).
  • at least one of the cylinder identifying signal pulses which corresponds to a specific one of the engine cylinders e.g. the cylinder #1
  • has a pulse duration or width PW1 which is longer than the pulse widths PW2 to PW4 of the other cylinder identifying signal pulses.
  • the first signal series POSR and the second signal series SGC are supplied to a microcomputer 100 by way of an interface circuit 90, as shown in FIG. 1.
  • the microcomputer 100 constitutes a control means for controlling parameters involved in the operation of the internal combustion engine.
  • the microcomputer 100 is comprised of a reference position signal detecting means 101 for detecting a reference position signal from the first signal series POSR, a cylinder group identifying means 102 for discriminatively identifying a cylinder group including the engine cylinders which can be controlled simultaneously on the basis of the signal level of the second signal series SGC at a time point at which the reference position signal is detected, a cylinder identifying means 103 for identifying the individual cylinders on the basis of the temporal duration (pulse width) ratio of the cylinder identifying signal pulses of the second signal series SGC, a control timing arithmetic means 104 for arithmetically determining or calculating control timings for the engine operation parameters (such as ignition timing and others) by counting the angular position signal pulses contained in the first signal series POSR for thereby generating a parameter control timing signal, and an abnormality decision means 105 for outputting an abnormality decision
  • the cylinder identifying means 103 is so designed as to identify the engine cylinders on the basis of at least the second signal series SGC, while the control timing arithmetic means 104 is so arranged as to arithmetically determine the control timing for the control parameter P on the basis of at least the result of the engine cylinder identification performed by the cylinder identifying means 103 and/or the second signal series SGC.
  • the cylinder identifying means 103 measures the time intervals during which the cylinder identifying signal pulses contained in the second signal series SGC are generated, by counting the angular position signal pulses contained in the first signal series POSR during the corresponding time intervals, respectively, to thereby identify discriminatively the individual engine cylinders on the basis of the results of the measurement, as will be described later on.
  • the cylinder identifying means 103 responds to the abnormality decision signal E issued by the abnormality decision means 105 to thereby discriminatively identify the individual engine cylinders on the basis of the result of the calculation of the ratio of the temporal duration of the cylinder identifying signal pulse (e.g. the duty ratio between the duration of "H" level and that of "L” level adjacent to each other) by using only the second signal series SGC. In this manner, a backup control can be realized.
  • the ratio of the temporal duration of the cylinder identifying signal pulse e.g. the duty ratio between the duration of "H" level and that of "L” level adjacent to each other
  • control timing arithmetic means 104 is so designed as to arithmetically determine or calculate the control timings for the engine operation parameter by counting the angular position signal pulses by making use of the reference position signal contained in the first signal series POSR as well as the cylinder identifying signal contained in the second signal series SGC so long as the engine operation is normal.
  • the control timing arithmetic means 104 responds to the abnormality decision signal E issued by the abnormality decision means 105 to thereby realize the backup control by regarding the falling edge timing of the cylinder identifying signal pulse as the reference position by relying on only the second signal series SGC.
  • control timing arithmetic means 104 arithmetically determines the control parameters P such as the ignition timing, the fuel injection quantity and others by reference to data stored in the form of a map in a memory (not shown) on the basis of operation state signals D supplied from a variety of sensors (not shown), to thereby control the individual engine cylinders in accordance with the control parameters P as determined.
  • the rotating disk 12 having the projections or teeth 81a formed over every first predetermined angle around the outer peripheral edge is mounted on the crank shaft 11 with the sensor 81b being disposed in opposition to the projections 81a to thereby constitute the first signal detector 81 for generating the first signal series POSR which contains the angular position signal pulse corresponding to the projections 81a, respectively, and the reference position signal pulses corresponding to the non-toothed segments 80, respectively.
  • the row of the projections 81a is partially provided with the non-toothed portions or segments 80 (e.g. at two locations angularly distanced by 180° in crank angle in the case of the four-cylinder engine) so that the first signal series POSR includes not only the angular position signal pulses but also the reference position signal pulses.
  • the non-toothed segments 80 are detected by the sensor 81b which transforms the presence/absence of the projections or teeth 81a into the first signal series POSR (electric signal) to be inputted to the reference position signal detecting means 101 incorporated in the microcomputer 100, wherein the non-toothed segments 80 are detected or identified by the reference position signal detecting means 101 by comparing the intervals at which the angular position signal pulses and the reference position signal pulses are periodically generated, respectively.
  • POSR electrical signal
  • the first signal series POSR (refer to FIG. 4) generated in correspondence to the projections 81a formed in the rotating disk 12 mounted on the crank shaft 11 contains the angular position signals constituted by the pulses generated upon every predetermined angle (e.g. at every crank angle of 1°) and the reference position signal which is constituted by the pulses each equivalent to the interval or period ⁇ of "L" level during which the angular position signal can not be obtained over a predetermined angle corresponding to the non-toothed segment 80.
  • the reference position signal originates in the non-toothed segment 80.
  • the position at which the interval ⁇ of "L" level is terminated (i.e., the position at which generation of the succeeding angular position signal is started) represents the reference position ⁇ R which is employed in the arithmetic determination of the control timings for the individual cylinders as executed by the control timing arithmetic means 104.
  • the second signal series SGC generated in correspondence to the projections 82a formed in the rotating disk 2 mounted on the cam shaft 1 contains the cylinder identifying signal pulses, wherein the pulse corresponding to a specific cylinder (e.g. the cylinder #1) is so set as to have the pulse width PW1 which is longer than the other engine cylinders by forming the projection 82a corresponding to the specific cylinder longer than those for the other cylinders.
  • a specific cylinder e.g. the cylinder #1
  • each of the pulses for the engine cylinders #1 and #4 identified by the pulse widths PW1 and PW4, respectively, is at high or "H" level over the interval which covers the "L"-level interval or period ⁇ of the first signal series POSR, while the pulses corresponding to the cylinders #3 and #2 identified by the pulse widths PW3 and PW2, respectively, assume "H" level immediately in succession to the reference position ⁇ R indicated by the first signal series POSR.
  • the second signal series SGC for the engine cylinders #3 and #2 which can also simultaneously be controlled assumes the "L" level at the reference position ⁇ R indicated by the first signal series POSR. (See FIG. 4.)
  • the cylinder group identifying means 102 can discriminatively identify the group of the engine cylinders which can simultaneously be controlled on the basis of the signal level of the second signal series SGC (cylinder identifying signal) at the time point when the reference position ⁇ R is detected by the reference position signal detecting means 101.
  • the cylinder group identifying means 102 identifies the engine cylinder #1 or #4, while when the second signal series SGC is at "L" level at the reference position ⁇ R, the cylinder group identifying means 102 identifies the engine cylinder #3 or #2.
  • the group of the engine cylinders which can be fired on a group basis can rapidly be identified by the cylinder group identifying means 102, whereby the internal combustion engine control performance or controllability as required at the minimum can be ensured.
  • the cylinder identifying means 103 can discriminatively identify the specific engine cylinder as well as the other cylinders by measuring the pulse width of the second signal series SGC while counting the number of the angular position signal pulses contained in the first signal series POSR.
  • the abnormality decision means 105 generates the abnormality decision signal E which is then inputted to the cylinder group identifying means 102, the cylinder identifying means 103 and the control timing arithmetic means 104, as can be seen in FIG. 1.
  • the cylinder identifying means 103 performs the engine cylinder identification on the basis of only the second signal series SGC, to thereby permit the backup control of the control parameters of the internal combustion engine.
  • the cylinder identifying means 103 performs calculation and comparison of the ratios between the "H"-level durations and the "L"-level durations of the pulses contained in the second signal series SGC sequentially to thereby identify the specific engine cylinder on the basis of the pulse having the greatest pulse width PW1 during which the second signal series SGC is at "H" level and then identifying the other cylinders successively.
  • the crank angle and the reference position ⁇ R can be detected with high accuracy, which in turn means that the ignition timings as well as the fuel injection quantity can be controlled with high reliability.
  • the ignition timing control and the fuel injection control can be carried out rapidly and properly in particular upon starting of the engine operation.
  • the backup function for the engine cylinder identification as well as for the reference position identification can be realized on the basis of the duty cycle of the pulses contained in the second signal series SGC, as a result of which the ignition timing control as well as the fuel injection control can continuously be sustained by the backup control.
  • the pulse contained in the second signal series SGC and identifying a specific engine cylinder is so set as to have a longer pulse width than the pulses for the other engine cylinders.
  • an additional pulse is generated in addition to the specific cylinder identifying signal pulse in the vicinity thereof within a predetermined angular range.
  • FIG. 5 is a waveform diagram for illustrating operation of the engine control system according to a second embodiment of the invention in which an additional pulse Ps is generated in the vicinity of the specific engine cylinder identifying signal pulse.
  • the specific engine cylinder can discriminatively be identified by detecting the additional pulse Ps generated within a predetermined angular range in the vicinity of the intrinsic engine cylinder identifying signal pulse for the specific cylinder.
  • the additional pulse Ps within a predetermined angular range relative to the intrinsic engine cylinder identifying signal pulse by counting the angular position signal pulses contained in the first signal series POSR.
  • existence of the additional pulse Ps within the predetermined angular range can discriminatively be detected through comparison of the duty ratios of the pulses contained in the second signal series SGC.
  • the additional pulse Ps is generated relative to the pulse having the extended pulse width or duration PW1 designating the specific engine cylinder.
  • the pulses for the individual engine cylinders may have a same pulse width when the additional pulse is added for identifying the specific engine cylinder as mentioned above.
  • the number of the additional pulses Ps is never limited to one pulse but may be selected rather arbitrarily.
  • different number of the additional pulses Ps differing from that for the specific engine cylinder (#1) may be additionally generated for the discriminative cylinder identification.
  • FIG. 6 is a waveform diagram for illustrating operation of the engine control system according to a third embodiment of the invention in which the additional pulse Ps are generated with the pulse width of the second signal series SGC being set to a same value.
  • two additional pulses Ps are generated in the vicinity of the cylinder identifying signal pulse for the specific engine cylinder #1, while one additional pulse Ps is additionally generated in the vicinity of the cylinder identifying signal pulse for the engine cylinder #4.
  • the engine cylinder #4 constituting the cylinder group together with the engine cylinder #1 can rapidly be identified on the basis of the number of the added pulses Ps.
  • the first signal series POSR cannot be obtained, it is possible to identify the individual engine cylinders by determining the number of the additional pulses Ps through the arithmetic determination of the duty ratios of the pulses contained in the second signal series SGC.
  • the "L" level interval or period ⁇ during which the angular position signal is not continuously generated is used as the reference position signal contained in the first signal series POSR.
  • the pulses of different levels contained in the angular position signal generated continuously may be used.
  • FIG. 7 is a waveform diagram for illustrating operation of the engine control apparatus according to a fourth embodiment of the present invention in which a pulse PH having the level differing from that of the other angular position signal pulses is generated, wherein the position at which the pulse PH having the different level (higher level) corresponds to the reference position ⁇ R.
  • the projections 81a (refer to FIG. 3) formed around the outer peripheral edge of the rotating disk 12 mounted on the crank shaft 11 can be provided continuously without any interruptions or non-toothed portions 80.
  • permanent magnets (not shown) can be provided at positions corresponding to the reference positions of the individual engine cylinders (at every 180° in crank angle in the case of the four-cylinder engine) in place of the projections 81a, respectively.
  • a large pulse PH makes appearance in the first signal series POSR at every reference position ⁇ R, which allows the reference position ⁇ R to be detected easily.
  • phase of the cylinder identifying signal for the specific engine cylinder and that of the reference position signal are overlapped each other so that the cylinder group can be discriminatively identified on the basis of the level of the cylinder identifying signal at the reference position.
  • similar effect can be achieved by setting the pulse width (e.g. PW1) of the cylinder identifying signal for the specific cylinder group so that it differs from the cylinder identifying signals for the other engine cylinder group or alternatively by adding appropriately the additional pulse Ps so that the engine cylinder group of concern can be identified. In that case, it will be unnecessary to overlap the phase of the cylinder identifying signal with that of the reference position signal.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
US08/598,014 1995-04-06 1996-02-07 Apparatus for generating control signal for controlling operation of internal combustion engine Expired - Lifetime US5630396A (en)

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JP08135495A JP3325151B2 (ja) 1995-04-06 1995-04-06 内燃機関制御装置

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Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5715791A (en) * 1996-04-22 1998-02-10 Mitsubishi Denki Kabushiki Kaisha Cylinder discriminating device for internal combustion engine
US5755204A (en) * 1996-04-12 1998-05-26 Honda Giken Kogyo Kabushiki Kaisha Cylinder-discriminating device for internal combustion engines
US5778854A (en) * 1996-04-12 1998-07-14 Honda Giken Kogyo Kabushiki Kaisha Cylinder-discriminating device for internal combustion engines
EP1072776A2 (de) * 1999-07-28 2001-01-31 C.R.F. Società Consortile per Azioni System zur Hubidentifizierung einer Brennkraftmaschine
US6302085B1 (en) * 1998-03-02 2001-10-16 Unisia Sec's Corporation Apparatus and method for detecting crank angle of engine
US6341253B1 (en) * 1999-09-24 2002-01-22 Denso Corporation Engine control apparatus with cylinder discrimination function
US6445998B2 (en) * 2000-02-01 2002-09-03 Denso Corporation Engine control unit using pulses of different frequencies
US6446602B1 (en) * 2000-10-27 2002-09-10 Mitsubishi Denki Kabushiki Kaisha Cylinder identifying system for internal combustion engine
US6588404B1 (en) * 2001-12-19 2003-07-08 General Motors Corporation Redundant sensor with cylinder shutdown
US6609498B2 (en) * 2001-07-02 2003-08-26 General Motors Corporation Target wheel tooth detection
US6644273B1 (en) * 2002-06-24 2003-11-11 Mitsubishi Denki Kabushiki Kaisha Internal combustion engine control apparatus
US6655187B1 (en) * 1999-06-15 2003-12-02 Robert Bosch Gmbh Method for correcting an angle error of an absolute-angle sensor
US20030226529A1 (en) * 2002-05-02 2003-12-11 Mitsubishi Denki Kabushiki Kaisha Valve timing control apparatus for an internal combustion engine
US20040010363A1 (en) * 2002-07-11 2004-01-15 Mitsubishi Denki Kabushiki Kaisha Cylinder indentification apparatus for VVT controlled internal combustion engine
US20040035380A1 (en) * 2002-08-21 2004-02-26 Davis Jason Thomas Method and apparatus to correct a cam phaser fault
US20040094130A1 (en) * 2000-09-28 2004-05-20 Uwe Lingener Rotation angle detector, injection system and corresponding operating method
US20050120782A1 (en) * 2003-12-08 2005-06-09 Kokusan Denki Co., Ltd. Engine rotation information detection device
US20070246012A1 (en) * 2006-04-24 2007-10-25 Denso Corporation Engine control apparatus and related engine control method
US20130006496A1 (en) * 2011-06-28 2013-01-03 GM Global Technology Operations LLC System and method for calibrating engine crankshaft-camshaft correlation and for improved vehicle limp-home mode
US20140060486A1 (en) * 2012-09-03 2014-03-06 Suzuki Motor Corporation Engine control system
CN104481694A (zh) * 2014-11-18 2015-04-01 奇瑞汽车股份有限公司 一种发动机曲轴转速自诊断方法
CN108561235A (zh) * 2018-04-04 2018-09-21 清华大学 发动机运行控制方法及装置
CN114026317A (zh) * 2019-07-08 2022-02-08 纬湃科技有限责任公司 用于具有可变气门正时的三缸、四缸或六缸发动机的凸轮轴的带齿的轮
US11585287B2 (en) * 2016-12-19 2023-02-21 Scania Cv Ab Cylinder detection in a four-stroke internal combustion engine

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FR2802242B1 (fr) * 1999-12-10 2002-05-10 Siemens Automotive Sa Procede de determination de la position moteur et dispositif correspondant
US6474278B1 (en) * 2000-11-20 2002-11-05 General Motors Corporation Global cam sensing system
DE10222096B4 (de) * 2002-05-17 2005-08-04 Bayerische Motoren Werke Ag Kurbelwellengeberrad einer Brennkraftmaschine

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JPH03168346A (ja) * 1989-11-24 1991-07-22 Mitsubishi Electric Corp 内燃機関の気筒識別装置
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Cited By (32)

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Publication number Priority date Publication date Assignee Title
US5755204A (en) * 1996-04-12 1998-05-26 Honda Giken Kogyo Kabushiki Kaisha Cylinder-discriminating device for internal combustion engines
US5778854A (en) * 1996-04-12 1998-07-14 Honda Giken Kogyo Kabushiki Kaisha Cylinder-discriminating device for internal combustion engines
US5715791A (en) * 1996-04-22 1998-02-10 Mitsubishi Denki Kabushiki Kaisha Cylinder discriminating device for internal combustion engine
US6302085B1 (en) * 1998-03-02 2001-10-16 Unisia Sec's Corporation Apparatus and method for detecting crank angle of engine
US6655187B1 (en) * 1999-06-15 2003-12-02 Robert Bosch Gmbh Method for correcting an angle error of an absolute-angle sensor
EP1072776A2 (de) * 1999-07-28 2001-01-31 C.R.F. Società Consortile per Azioni System zur Hubidentifizierung einer Brennkraftmaschine
EP1072776A3 (de) * 1999-07-28 2002-09-04 C.R.F. Società Consortile per Azioni System zur Hubidentifizierung einer Brennkraftmaschine
US6341253B1 (en) * 1999-09-24 2002-01-22 Denso Corporation Engine control apparatus with cylinder discrimination function
US6445998B2 (en) * 2000-02-01 2002-09-03 Denso Corporation Engine control unit using pulses of different frequencies
US6854455B2 (en) 2000-09-28 2005-02-15 Siemens Aktiengesellschaft Rotation angle detector, injection system and corresponding operating method
US20040094130A1 (en) * 2000-09-28 2004-05-20 Uwe Lingener Rotation angle detector, injection system and corresponding operating method
US6446602B1 (en) * 2000-10-27 2002-09-10 Mitsubishi Denki Kabushiki Kaisha Cylinder identifying system for internal combustion engine
US6609498B2 (en) * 2001-07-02 2003-08-26 General Motors Corporation Target wheel tooth detection
US6588404B1 (en) * 2001-12-19 2003-07-08 General Motors Corporation Redundant sensor with cylinder shutdown
US20030226529A1 (en) * 2002-05-02 2003-12-11 Mitsubishi Denki Kabushiki Kaisha Valve timing control apparatus for an internal combustion engine
US6761139B2 (en) * 2002-05-02 2004-07-13 Mitsubishi Denki Kabushiki Kaisha Valve timing control apparatus for an internal combustion engine
US6644273B1 (en) * 2002-06-24 2003-11-11 Mitsubishi Denki Kabushiki Kaisha Internal combustion engine control apparatus
US20040010363A1 (en) * 2002-07-11 2004-01-15 Mitsubishi Denki Kabushiki Kaisha Cylinder indentification apparatus for VVT controlled internal combustion engine
US6745121B2 (en) * 2002-07-11 2004-06-01 Mitsubishi Denki Kabushiki Kaisha Cylinder indentification apparatus for WT controlled internal combustion engine
US6912981B2 (en) * 2002-08-21 2005-07-05 General Motors Corporation Method and apparatus to correct a cam phaser fault
US20040035380A1 (en) * 2002-08-21 2004-02-26 Davis Jason Thomas Method and apparatus to correct a cam phaser fault
US7032440B2 (en) * 2003-12-08 2006-04-25 Kokusan Denki Co., Ltd. Engine rotation information detection device
US20050120782A1 (en) * 2003-12-08 2005-06-09 Kokusan Denki Co., Ltd. Engine rotation information detection device
US20070246012A1 (en) * 2006-04-24 2007-10-25 Denso Corporation Engine control apparatus and related engine control method
US7628138B2 (en) * 2006-04-24 2009-12-08 Denso Corporation Engine control apparatus and related engine control method
US20130006496A1 (en) * 2011-06-28 2013-01-03 GM Global Technology Operations LLC System and method for calibrating engine crankshaft-camshaft correlation and for improved vehicle limp-home mode
US9163576B2 (en) * 2011-06-28 2015-10-20 GM Global Technology Operations LLC System and method for calibrating engine crankshaft-camshaft correlation and for improved vehicle limp-home mode
US20140060486A1 (en) * 2012-09-03 2014-03-06 Suzuki Motor Corporation Engine control system
CN104481694A (zh) * 2014-11-18 2015-04-01 奇瑞汽车股份有限公司 一种发动机曲轴转速自诊断方法
US11585287B2 (en) * 2016-12-19 2023-02-21 Scania Cv Ab Cylinder detection in a four-stroke internal combustion engine
CN108561235A (zh) * 2018-04-04 2018-09-21 清华大学 发动机运行控制方法及装置
CN114026317A (zh) * 2019-07-08 2022-02-08 纬湃科技有限责任公司 用于具有可变气门正时的三缸、四缸或六缸发动机的凸轮轴的带齿的轮

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DE19613598C2 (de) 1999-03-25
DE19613598A1 (de) 1996-10-17
JPH08277743A (ja) 1996-10-22

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